CN114876983B

CN114876983B - Braking mechanism, mechanical brake, electromechanical braking system and vehicle

Info

Publication number: CN114876983B
Application number: CN202210451605.7A
Authority: CN
Inventors: 何浴辉; 何建军; 倪辉
Original assignee: Huawei Electric Technology Co ltd
Current assignee: Huawei Electric Technology Co ltd
Priority date: 2022-04-26
Filing date: 2022-04-26
Publication date: 2024-05-17
Anticipated expiration: 2042-04-26
Also published as: CN114876983A; WO2023207374A1

Abstract

The application provides a braking mechanism, a mechanical brake, an electromechanical braking system and a vehicle. The brake mechanism includes a fixed caliper; two braking units which are arranged along a first direction and form a braking gap for the part of the braking disc to extend in between; each brake unit is movably mounted to the fixed caliper in a first direction; the first direction is parallel to the axial line direction of the brake disc; the two crankshaft units are in one-to-one correspondence with the two braking units, each group of braking units and the crankshaft units are corresponding to each other, the crankshaft units are positioned on one side of the braking units far away from the braking gap, and the crankshaft units are rotatably arranged on the fixed calipers around the first axis; the first axis is perpendicular to the first direction; the driving unit is in transmission connection with the two crankshaft units through the connecting rod assembly so as to drive the two crankshaft units to rotate and drive the two braking units to be close to each other. The braking mechanism can avoid the reliability risk of the system.

Description

Braking mechanism, mechanical brake, electromechanical braking system and vehicle

Technical Field

The application relates to the technical field of vehicle braking, in particular to a braking mechanism, a mechanical brake, an electronic mechanical braking system and a vehicle.

Background

Unlike conventional brakes that hydraulically push pistons to push friction plates, electromechanical brake (electronic mechanical brake, EMB) systems are a type of brake that uses a wheel end motor to push a decelerator, which in turn pushes some sort of mechanical structure (ball screw, cam mechanism, crank block mechanism, etc.) that rotates into linear motion, ultimately pushing the friction plates to produce braking.

In the existing electromechanical brake system, the friction plate is fixed to the frame in a floatable manner through the caliper body, so that reliability problems exist.

Disclosure of Invention

The application provides a braking mechanism, a mechanical brake, an electromechanical braking system and a vehicle, wherein the braking mechanism can avoid the reliability risk of the system.

In a first aspect, the present application provides a brake mechanism that may be used to brake a brake disc. The brake mechanism specifically comprises a fixed caliper, a driving unit, a brake unit and a crankshaft unit. The two braking units are arranged along the first direction, and a braking gap can be formed between the two braking units, and a part of braking discs can extend into the braking gap. Each brake unit is movably mounted to the fixed caliper in a first direction, where the first direction is parallel to the axial direction of the brake disc. The number of the crankshaft units is two, and the two braking units are in one-to-one correspondence with the two crankshaft units. In each group of crank shaft units and braking units which correspond to each other, the crank shaft units are positioned on one side of the braking units, which is far away from the braking gap, and the crank shaft units are rotatably arranged on the fixed calipers around a first axis. The driving unit is fixed on the fixed calipers and is in transmission connection with the two crankshaft units through the connecting rod assembly so as to drive the two crankshaft units of the chain to rotate simultaneously. When the two crankshaft units rotate, the two braking units can be driven to move towards each other at the same time. When the vehicle brakes, the driving unit drives the two crankshaft units to rotate around the respective first axes through the connecting rod assembly, and then drives the two braking units to be close to each other, so that the two braking units can clamp the braking disc positioned in the braking gap to realize braking. The braking mechanism is simple in structure and can realize pure mechanical braking. The fixed calipers are fixed relative to the vehicle, and the brake unit, the driving unit and the crankshaft unit are all arranged or fixed on the fixed calipers. And the two braking units can be driven by the two crank shaft units respectively, so that the clamping braking process of the brake disc is more stable, and the reliability of the structure is higher.

The connecting rod assembly specifically comprises a transmission pair, a connecting rod, an angle rod and a balance rod which are sequentially connected in a transmission mode. The balance bar is rotatably mounted on the fixed caliper around a second axis and can move along a second direction. The two ends of the balance rod are respectively hinged with the two crankshaft units, so that the balance rod can simultaneously drive the two crankshaft units to rotate when moving along the second direction or rotating around the second axis. The second axis is parallel to the first axis, and the second axis can move relative to the fixed caliper. And the second direction is perpendicular to the first direction. The angle lever is rotatably mounted to the fixed caliper about a third axis parallel to the first axis and fixed relative to the fixed caliper. The angle rod is hinged with the balance rod, and the hinge point of the balance rod and the angle rod coincides with the second axis. One end of the transmission pair is connected with the power output end of the driving unit in a transmission way, and the other end of the transmission pair is hinged with the angle rod through a connecting rod. The power of the driving unit can be transmitted to the balance bar through the transmission pair, the connecting rod and the angle bar, and the balance bar is redistributed to the two crankshaft units. Since the balancing lever can rotate around the second axis, the balancing lever can adjust the forces distributed to the two crank units by rotation, so that the two crank units are reasonably stressed and so that the forces finally transferred to the brake unit remain equal, protecting the brake unit and the fixed caliper.

Wherein, connect through first elasticity return piece between balancing pole and the fixed calliper. The balance bar may be driven to move in the second direction by the driving unit at the time of braking operation. When the driving unit stops braking, the balance rod can be reset through the first elastic reset piece.

For connecting the two crankshaft units, the balancing lever has two symmetrical connecting arms, each for connecting one crankshaft unit, that is to say, the balancing lever can drive the two crankshaft units via the two connecting arms. The distances between the hinge points of the two connecting arms and the corresponding crankshaft units and the second axis are equal, so that the balance rod can evenly distribute driving force to the two crankshaft units.

Specifically, between the connecting arm hinged to each other and the crankshaft unit, the connecting arm has a hinge half ring, and the crankshaft unit has a hinge flange that is in running fit with the inner surface of the hinge half ring.

In some possible implementations, the drive unit includes a motor and a decelerator. The motor is fixed on the fixed caliper, the speed reducer is connected with the power output shaft of the motor in a transmission way, and the speed reducer is connected with the transmission pair in a transmission way. Based on such a driving unit, the transmission pair needs to be capable of achieving an effect of converting a rotational motion into a linear motion, and thus, the transmission pair may be a rack-and-pinion assembly or a worm-and-gear assembly. The included angle between the rotation center of the power output shaft of the motor and the first direction of the brake disc is more than or equal to 70 degrees, and the arrangement mode can save space and is beneficial to installation and arrangement at the wheel end.

In some possible implementations, the crankshaft unit includes a drive arm, a rotating shaft, and a cam. The rotating shaft is rotatably mounted on the fixed caliper around a first axis, and the axial lead of the rotating shaft can be coincident with the first axis. One end of the transmission arm is fixed on the rotating shaft, and the other end of the transmission arm is hinged with the balance rod of the connecting rod assembly. The balance rod can drive the rotation shaft to rotate by driving the transmission arm. The cam is fixed to the rotating shaft, is rotatable about the first axis along with the rotating shaft, and has a peripheral surface abutting the brake unit. The geometric center of the cam is parallel to the first axis and a preset distance exists between the geometric center and the first axis, so that the braking unit contacted with the peripheral surface of the cam can generate linear motion along with the rotation of the cam.

In some possible implementations, the brake unit includes a gain bridge and friction plates. The gain bridge is movably mounted to the fixed caliper in a first direction, and the friction plate is fixed to a side of the gain bridge facing the brake gap. The crank unit is abutted against one side of the gain bridge, which is away from the friction plate, and when the crank unit is driven to rotate, a cam on the crank unit can drive the gain bridge to move towards one side of the braking gap. When the two braking units are driven at the same time, the two braking units are close to each other, and the two friction plates can clamp the braking disc positioned in the braking gap, so that braking is realized.

When the vehicle brakes, the driving unit drives the two crankshaft units to rotate through the connecting rod assembly and drives the two braking units to approach each other, so that the two friction plates can clamp and brake the brake disc. When the vehicle stops braking, it is necessary that the two braking units are remote from each other. For this purpose, a second elastic restoring element is connected between the two brake units, which stores energy to generate elastic potential energy when the two brake units approach each other. When the vehicle stops braking, the driving force of the driving unit disappears, and the two braking units can be mutually far away under the driving of the second elastic resetting piece so as to restore the original braking gap.

In some possible implementations, a gain assembly is provided between each brake unit and the fixed caliper. Specifically, the gain component comprises a first V-shaped groove, a second V-shaped groove and rolling bodies. The first V-shaped groove is arranged on one side of the braking unit, which faces the fixed caliper, the second V-shaped groove is arranged on one side of the fixed caliper, which faces the braking unit, and the rolling bodies are arranged between the first V-shaped groove and the second V-shaped groove. When the brake unit clamps the brake disc, the gain bridge is reversely acted by the brake disc and has a trend of moving along a second direction, the gain bridge moves along the second direction relative to the fixed calipers, and the rolling bodies can roll between the first V-shaped groove and the second V-shaped groove, so that the gain bridge further applies force to the friction plate, and the friction plate generates larger clamping force on the brake disc, thereby reducing the power requirement and the current requirement of the motor.

In a second aspect, the application further provides a mechanical brake, which comprises a brake disc and any one of the brake mechanisms provided by the technical scheme. The driving unit drives the two crank shaft units through the connecting rod assembly to drive the two brake units to approach to clamp the brake disc respectively, so that mechanical braking is realized.

In a third aspect, the present application further provides an electromechanical brake system, including a brake pedal, an electronic brake mechanism, a switching mechanism, and the mechanical brake described above. The electronic braking mechanism is respectively connected with the brake pedal, the mechanical brake and the switching mechanism through signals so as to control the mechanical brake to brake according to the signals of the brake pedal and the switching mechanism. When the electronic braking mechanism cannot work normally, the mechanical brake can brake the running so as to ensure the safety performance of the running. In addition, when the electromechanical braking system is used for braking, the structure is more reliable and stable, and zero drag can be realized.

In a fourth aspect, the present application also provides a vehicle comprising a body, a hub, and an electromechanical brake system as described above. The fixed calipers are fixed on the vehicle body, and the brake disc is fixed on the hub. The vehicle is capable of achieving all of the benefits of the electromechanical braking system described above.

Drawings

Fig. 1 is a schematic structural diagram of a mechanical brake according to an embodiment of the present application;

fig. 2 is a schematic structural diagram of a braking mechanism according to an embodiment of the present application;

fig. 3 is a schematic structural diagram of a transmission pair in a braking mechanism according to an embodiment of the present application;

FIG. 4 is a schematic view of a portion of a connecting rod assembly of a brake mechanism according to an embodiment of the present application;

fig. 5 is a schematic view of a part of a structure of a brake mechanism according to an embodiment of the present application;

FIG. 6 is a top view of a portion of a brake mechanism according to an embodiment of the present application;

FIG. 7 is a schematic view of a portion of a crankshaft unit in a brake mechanism according to an embodiment of the present application;

fig. 8 is a schematic diagram of a cam driving brake unit of a crank unit to move in a brake mechanism according to an embodiment of the present application;

fig. 9 is a schematic structural diagram of a brake unit in a brake mechanism according to an embodiment of the present application;

FIG. 10 is a schematic view of a brake mechanism according to an embodiment of the present application;

FIG. 11 is an exploded view of a brake mechanism according to an embodiment of the present application;

FIG. 12 is a left side view of a brake mechanism according to an embodiment of the present application;

FIG. 13 is a schematic cross-sectional view of the structure of A-A in FIG. 12;

FIG. 14 is an enlarged view of portion B of FIG. 13;

FIG. 15 is a schematic structural diagram of an electromechanical brake system according to an embodiment of the present application;

fig. 16 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

Reference numerals; 1-fixing calipers; 11-side plates; 12-top plate; 121-mounting holes; 122-sliding grooves; 123-rotating shaft; 13-front plate; 14-a second gain block; a 2-drive unit; 21-an electric motor; 22-speed reducer; a 3-brake unit; 31-gain bridge; 311-a first gain block; 32-friction plate; 4-a crankshaft unit; 41-an actuator arm; 42-rotating shaft; 43-cam; a 5-link assembly; 51-a transmission pair; 511-a drive gear; 5111-shaft aperture; 512-drive rack; 5121-a connecting column; 52-connecting rod; 521-connecting holes; 53-angle bar; 531-hinge holes; 54-balance bar; 541-a connecting arm; 61-a first resilient return member; 62-a second elastic restoring member; 7-a hinge shaft; 8-rolling elements; 10-a brake mechanism; 20-a brake disc; a 100-mechanical brake; 200-brake pedal; 300-a switching mechanism; 400-electronic brake mechanism; 401-a controller; 402-an electronic signal sensor; 403-a feedback mechanism; 500-vehicle; 501-hub.

Detailed Description

The vehicle brake can be realized by adopting an electromechanical brake system, and the friction plate is pushed to enable the friction plate to be abutted with a brake disc fixed on a wheel hub to generate friction force so as to brake the brake disc, so that wheels are locked. In the existing mechanical braking system, a caliper for installing a friction plate is of a floating structure, and the problem of unreliability exists.

Based on this, the embodiment of the application provides a mechanical brake mechanism, a mechanical brake, an electromechanical brake system and a vehicle. The mechanical braking mechanism adopts a fixed caliper structure, so that the reliability of the system can be improved.

In order to make the objects, technical solutions and advantages of the present application more apparent, the present application will be further described in detail with reference to the accompanying drawings.

The terminology used in the following examples is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in the specification of the application and the appended claims, the singular forms "a," "an," "the," and "the" are intended to include, for example, "one or more" such forms of expression, unless the context clearly indicates to the contrary.

Reference in the specification to "one embodiment" or "some embodiments" or the like means that a particular feature, structure, or characteristic described in connection with the embodiment is included in one or more embodiments of the application. Thus, appearances of the phrases "in one embodiment," "in some embodiments," "in other embodiments," and the like in the specification are not necessarily all referring to the same embodiment, but mean "one or more but not all embodiments" unless expressly specified otherwise. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless expressly specified otherwise.

As shown in fig. 1, an embodiment of the present application provides a mechanical brake that can be applied to an electromechanical brake system of an automobile to mechanically brake wheels. The mechanical brake comprises a brake mechanism 10 and a brake disc 20. The brake mechanism 10 includes a fixed caliper 1, a driving unit 2, two brake units 3, and two crank units 4. The fixed caliper 1 can be fixed to the frame of the vehicle in use, remaining relatively fixed to the frame. The fixed caliper 1 does not undergo structural changes or positional movements during braking of the vehicle. The first direction X, the second direction Y and the third direction Z are defined with reference to the structure of the fixed caliper 1. The two brake units 3 may be disposed in the inner space of the fixed caliper 1 in a row along the first direction X, and a brake gap W may be formed between the two brake units 3, and the brake gap W may allow a portion of the brake disc 20 to extend. When the brake disc 20 is required to be braked, the driving unit 2 drives the two crankshaft units 4 through the connecting rod assembly 5 to respectively drive the two brake units 3 to mutually approach along the first direction X, and the two brake units 3 can clamp the brake disc 20. Friction is generated between the brake disc 20 and the two brake units 3 in a rotating state or in a rotating trend, and when the friction is large enough, the brake disc 20 can be prevented from rotating until the brake disc is kept stationary relative to the fixed caliper 1, so that the brake of the brake disc 20 is realized. It will be appreciated that the braking gap W between the two braking units 3 is for a portion of the brake disc 20 to extend into, whereas the two braking units 3 are aligned in a first direction X where the first direction X is perpendicular to both surfaces e of the brake disc 20 (only one of the surfaces e is shown here due to the limited view) and that the two braking units 3 may be brought close to each other in the first direction X to clamp the brake disc 20. The two surfaces e are respectively facing the two braking units 3 and each surface e is parallel to the second direction Y and the third direction Z in fig. 1. When the two brake units 3 clamp the brake disc 20, the two brake units 3 contact the two surfaces e of the brake disc 20 in a one-to-one correspondence.

Referring to the structure of the brake structure 10 shown in fig. 2, the driving unit 2 specifically includes a motor 21 and a reducer 22, and the motor 21 is fixed to the fixed caliper 1. Two crankshaft units 4 are also arranged in the first direction X, each crankshaft unit 4 being rotatably mounted to the fixed caliper 1 about a first axis L1. The power output shaft of the motor 21 is in transmission connection with a speed reducer 22. The output end of the speed reducer 22 is in driving connection with the rotation of the two crankshaft units 4 through the connecting rod assembly 5. The two crankshaft units 4 can be simultaneously driven to rotate by the connecting rod assembly 5, and the rotation directions of the two crankshaft units 4 are opposite. Of course, for each crankshaft unit 4, it has a corresponding first axis L1. The first axis L1 here is parallel to the third direction Z, and the first axis L1 is perpendicular to the first direction X and the second direction Y. The two brake units 3 are disposed in a row in the first direction X inside the fixed caliper 1, and the two brake units 3 can be simultaneously moved in the first direction X to be close to or apart from each other. The two crank units 4 are in one-to-one correspondence with the two brake units 3, and when the driving unit 2 drives the two crank units 4 to rotate simultaneously through the connecting rod assembly 5, the two crank units 4 can drive the two brake units 3 so that the two brake units 3 move toward each other in the first direction X. A second elastic restoring member 62 is further connected between the two brake units 3, and can drive the two brake units 3 to restore in a non-braking state, thereby maintaining the braking gap W.

With continued reference to fig. 2, the link assembly 5 in the embodiment of the present application specifically includes a transmission pair 51, a link 52, an angle rod 53 and a balance rod 54 that are sequentially connected in a transmission manner. The driving force output by the motor 21 is transmitted to the balance bar 54 through the speed reducer 22, the transmission pair 51, the connecting rod 52 and the angle bar 53, and the two crankshaft units 4 are driven to rotate by the balance bar 54. The balance bar 54 can move linearly along the second direction Y relative to the fixed caliper 1, and a first elastic restoring member 61 is linked between the balance bar 54 and the fixed caliper 1. The first elastic restoring member 61 may be a spring, and when the brake mechanism 10 is in a braking state and drives the balance bar 54 to linearly move relative to the fixed caliper 1, the first elastic restoring member 61 has elastic potential energy for driving the balance bar 54 to restore. The balancing lever 54 can also rotate with respect to the fixed caliper 1 about a second axis L2, which second axis L2 is parallel to the third direction Z. The second axis L1 is parallel to the first axis L1.

The transmission pair 51 can convert the rotational motion output from the motor 21 via the decelerator 22 into a linear motion based on the power output manner of the motor 21. In the embodiment of the present application, the rotation center of the rotational motion output from the motor 21 via the decelerator 22 is parallel to the second direction Y. The transmission pair 51 may convert the rotational motion into a linear motion parallel to the first direction X. The transmission pair 51 may be a rack-and-pinion pair as shown in fig. 3, i.e. the transmission pair 51 comprises a transmission gear 511 and a transmission rack 512. The transmission gear 511 is coaxially fixed with the output shaft of the speed reducer 22 through the shaft hole 5111 so that the transmission gear 511 can coaxially rotate with the speed reducer 22, and the rotation center of the transmission gear 511 is parallel to the second direction Y. The transmission gear 511 is provided with teeth in the circumferential direction (only partial teeth are shown here), and the transmission rack 512 is provided with teeth in the linear direction, the teeth of the transmission gear 511 meshing with the teeth of the transmission rack 512. When the transmission gear 511 rotates with the decelerator 22, the transmission rack 512 moves linearly in a direction parallel to the first direction X. A connection post 5121 is provided on the drive rack 512, and the connection post 5121 is used to connect the link 52.

The structure of the link 52, the angle bar 53, and the balance bar 54 can be shown with reference to fig. 4. The link 51 has a long bar shape, and one end of the link 51 is provided with a connection hole 521, and the connection hole 521 can be hinged with a connection post 5121 on the driving rack 512. The driving rack 512 can drive the end of the connecting rod 52 with the connecting hole 521 to move linearly. The other end of the connecting rod 52 is hinged with the angle rod 53, and the connecting rod 52 and the angle rod 53 can be hinged in a mode of rotating and matching through a hole shaft. The angle lever 53 has an angle lever hinge hole 531, and the axis line of the hinge hole 531 forms the rotation center of the angle lever 53. The axis line of the hinge hole 531 is defined as a third axis line L3, and the third axis line L3 is parallel to the first axis line L1, and the angle lever 53 can rotate around the third axis line L3. One end of the angle rod 53 is hinged with the connecting rod 52, and the other end is hinged with the balance rod 54. The balance lever 54 is attached to the hinge shaft 7, and the balance lever 54 is rotatable about the hinge shaft 7. The axis of the hinge shaft 7 coincides with the second axis L2. The hinge center of the angle lever 53 and the balance lever 54 coincides with the second axis L2, so that the balance lever 54 can also rotate about the second axis L2 while driving the balance lever 54 to move linearly. The balancing lever 54 has two connecting arms 541, which are centrally symmetrical about the second axis L2, each connecting arm 541 being for hinging a respective one of the crankshaft units 4. By way of example of one of the connection arms 541, the end of the connection arm 541 is formed with a hinge half ring M having an arc-shaped inner wall.

As shown in fig. 5, each connecting arm of the balance bar 54 is hinged with one crank unit 4. By way of example of one of the crankshaft units 4, the crankshaft unit 4 includes a drive arm 41, a rotation shaft 42, and a cam 43. The rotation shaft 42 is rotatable about its own axis, and the axis of the rotation shaft 42 coincides with the first axis L1. The actuator arm 41 is fixed at one end to the rotation shaft 42 and at the other end forms a hinge flange N. The hinge flange N may extend into the hinge half ring M of the connection arm 541 to be rotatably fitted to an inner wall of the hinge half ring M. The cam 43 is coaxially fixed to the rotation shaft 42 such that the cam 43 can rotate around the first axis L1 together with the rotation shaft 42. The geometric center of the cam 43 is offset relative to the first axis L1 such that rotation of the cam 43 about the first axis L1 converts rotational motion into linear motion. As can be seen from the coordinates shown in fig. 5, the cam 43 can convert its own rotational motion into linear motion parallel to the first direction X and the second direction Y. It will be appreciated that during movement of the linkage assembly 5, the first and third axes L1, L3 remain fixed relative to the fixed caliper 1, and the second axis L2 is variable relative to the fixed caliper 1.

As shown in the plan view of fig. 6, with reference to the fixed caliper 1, the motor 21 drives one end of the link 52 having the connection hole 521 to move linearly through the decelerator 22 and the transmission pair 51. The link 52 drives the angle rod 53 to rotate around the third axis L3, and the rotation of the angle rod 53 drives the balance rod 54 to linearly move along the second direction Y. The linear movement of the balance bar 54 in the second direction Y can rotate the transmission arms 41 of the two crank units 4 about the corresponding first axes L1, while the rotation shafts 42 and the cams 43 rotate about the corresponding first axes L1. In any one of the crank units 4, the distance between the hinge point of the transmission arm 41 and the balance bar 54 and the first axis L3 is P, which corresponds to the equal transmission distance between the two crank units 4 and the balance bar 54. Thus, the balance bar 54 can equally distribute the power to the two crankshaft units 4. Here, the balance bar 54 may also be rotated about the second rotation axis L2 such that the balance bar 54 may adjust the rotation angles of the two crank units 4.

A top view of the rotation shaft 42 and the cam 43 can be shown with reference to fig. 7. The axis of the rotation shaft 42 is located at O ₁ (i.e. the position of the first axis L1), the plane of the cam 43 perpendicular to the axis of the rotation shaft 42 is circular, the position of the center of the circle is O ₂, and the rotation center of the cam 43 coincides with O ₁. In the structural state shown in fig. 6, a set distance H exists between the axis of the rotation shaft 42 and the geometric center of the cam 43 in the second direction Y. When the rotation shaft 42 rotates about the first axis L1, the cam 43 also rotates about the first axis L1. With reference to the first axis L1, during rotation of the cam 43, the position of the structure in contact with the peripheral surface of the cam 43 (which structure is in contact with only the edge of the cam 43 and does not rotate with the cam 43) changes by the distance O ₁, that is, the cam 43 can convert the rotational motion into the linear motion of the structure in contact with the peripheral surface of the cam 43.

As shown in fig. 8, in the embodiment of the present application, the cam 43 is set in contact with the brake unit 3. In the unbraked state, the contact point of the cam 43 with the brake unit 3 is C (shown by solid line). When the cam 43 rotates around O ₁ with the rotation shaft 42 to the point where the brake unit 3 contacts the cam 43 is C '(shown by a broken line), the distance between C' and C is H. That is, during rotation of the cam 43, the brake unit 3 is linearly displaced by the distance H in the first direction X.

The structure of the brake unit 3 may be as shown with reference to fig. 9, including a gain bridge 31 and friction plates 32. The two braking units 3 are aligned in the first direction X, and a braking gap W is formed between the two braking units 3. The brake gap W may be provided for a portion of the brake disc 20 to extend into. For each brake unit 3, the friction plates 32 are arranged on the side of the gain bridge 31 facing the brake gap W, such that the brake gap W described above is formed between the two friction plates 32. The side of the gain bridge 31 facing away from the friction plate 32 has a contact area Q for contacting the edge of the cam 43 of the crankshaft unit 4. That is, in a set of the crank unit 4 and the brake unit 3 corresponding to each other, the cam 43 of the crank unit 4 is located on the side of the gain bridge 31 facing away from the brake clearance W. When the crankshaft unit 4 rotates, the cam 43 drives the gain bridge 31 and the friction plate 32 to move toward the brake clearance W. When the two crank units 4 are simultaneously rotated and the gain bridge 31 and the friction plates 32 are simultaneously driven to move to the brake clearance W side, the two friction plates 32 approach each other. In order to achieve a structural return between the two brake units 3, a second elastic return element 62 is connected between the two brake units 3. When the two brake units 3 are moved closer to each other in the first direction X by the cams 43 of the two crank units 4, the second elastic restoring member 62 accumulates elastic potential energy. In the non-braking state, the cam 43 of the crank unit 4 rotates to a point where no driving force is generated to drive the braking units 3, and the elastic potential energy accumulated by the second elastic restoring member 62 is released to drive the two braking units 3 away from each other to the original state. Throughout the process, the contact area Q on the brake unit 3 is always in contact with the edge of the cam 43 of the crank unit 4.

The second elastic restoring member 62 is C-shaped, and one second elastic restoring member 62 is connected to the front and rear ends of the two brake units 3 in the second direction Y, respectively. I.e. the two second elastic restoring members 62 are arranged in the second direction Y, which can provide stable resilience force for the two brake units 3, ensuring that the two brake units 3 remain stable during the structure restoring process.

In the embodiment of the present application, during braking, the driving unit 2 drives the two crank units 4 to rotate through the connecting rod assembly 5, so that the cam 43 can rotate as shown in fig. 8, and thus the braking unit 3 is driven to perform linear displacement as shown in fig. 8. As can be seen in connection with the brake mechanism 10 shown in fig. 2, in a braked state, the two crank units 4 can be driven in rotation simultaneously by the connecting rod assembly 5 (the directions of rotation of the two crank units 4 are opposite), so that the two brake units 3 approach each other in the first direction, clamping the brake disc 20 for braking.

In a specific working process, the two crank units 4 are used for respectively driving the two brake units 3 to approach each other along the first direction X, and if the friction force between the two brake units 3 and the brake disc 20 is uneven or there is a dimensional tolerance between the parts of the transmission assembly 5, the strokes of the two transmission arms 41 may be different, so that the braking effect of the brake units 3 on the brake disc 20 is affected. The two transmission arms 41 will exert different opposite forces on the two connection arms 541 of the balancing lever 54, which forces can drive the balancing lever 54 to rotate freely about the second axis L2, compensating for the errors mentioned above, so that the forces distributed by the balancing lever 54 to the two crank units 4 remain equal, thus ensuring that the friction forces of the two brake units 3 against the brake disc 20 remain the same. The structure of the balance rod 54 can ensure reasonable braking force distribution and reasonable stress of the fixed caliper 1, can prevent the friction plate 32 of the brake unit 3 from being eccentrically worn, can also prevent the fixed caliper 1 from being damaged by fatigue, and is beneficial to improving the reliability and service life of the mechanical structure.

As shown in fig. 2, the structure of the fixed caliper 1 can be referred to as shown in fig. 10, and the fixed caliper 1 has a frame structure having two side plates 11 (one of the side plates 11 is shown here due to the limited view), between which the top plate 12 and the front plate 13 are connected. The space between the two side plates 11 can be used for mounting the two brake units 3. Two mounting holes 121 are provided in the top plate 12, and the two mounting holes 121 correspond to the two crankshaft units 4, respectively. Each crank unit 4 can pass through the corresponding mounting hole 121 into the inside of the fixed caliper 1 so that the cam 43 of the crank unit 4 can abut against the contact area Q on the brake unit 3 located in the fixed caliper 1. A chute 122 and a rotary shaft 123 are also provided between the two mounting holes 121. The slide groove 122 extends in the second direction Y, and the hinge shaft 7 of the balance bar 54 may be inserted into the slide groove 122. The hinge shaft 7 is slidable in the second direction Y in the slide groove 122 and is rotatable about its own axis in the slide groove 122. The rotation shaft 123 is adapted to be fitted into the hinge hole 531 of the angle lever 53. The hinge hole 531 of the angle lever 53 is fitted over the rotation shaft 123 such that the angle lever 53 can rotate about the rotation shaft 123 (the axis of the rotation shaft 123 is collinear with the third axis L3).

The structure of each component of the brake mechanism 10 provided by the present application will be described with reference to the above embodiment, and reference is made to an exploded view of the brake mechanism 10 shown in fig. 11. With the fixed caliper 1 as a reference, the motor 1 is fixed on the fixed caliper 1, and the first axis L1 and the third axis L3 are fixed relative to the fixed caliper. The motor 21, the speed reducer 22 and the transmission gear 511 are coaxially and sequentially connected in a transmission manner, and the transmission gear 511 can rotate around the axis thereof. Wherein, the included angle between the rotation center L4 of the power output shaft of the motor 21 and the first direction X is greater than or equal to 70 °, that is, the rotation center L4 of the power output shaft of the motor 21 will be parallel to the surface e of the brake disc 20 (as shown in fig. 1 in combination, the surface e of the brake disc 20 is parallel to the second direction Y and the third direction Z in fig. 11). Such an arrangement may save space and facilitate the installation and deployment of the entire brake mechanism 10. The transmission gear 511 is engaged with the transmission rack 512, and can drive the transmission rack 512 to linearly move. The angle rod 53 is hinged to a rotating shaft 123 on the fixed caliper 1, and the axial line of the rotating shaft 123 is collinear with the third axis L3. The drive rack 512 can drive the angle rod 53 to rotate around the third axis L3 via the link 52. The balance bar 54 is hinged with the angle bar 53 through a hinge shaft 7, and the hinge shaft 7 is arranged through a chute 122 on the fixed caliper 1. The hinge shaft 7 can rotate around the second axis L2 within the chute 122, while the hinge shaft 7 can move linearly in the second direction within the chute 122. The angle lever 53 drives the balance lever 54 to move in the second direction Y relative to the fixed caliper 1 through the hinge shaft 7. The movement of the balance bar 54 relative to the fixed caliper 1 causes the first elastic restoring member 61 to accumulate elastic potential energy, so that the first elastic restoring member 61 can drive the balance bar 54 to restore when the motor 21 stops driving. The movement of the balance bar 54 may drive the two crankshaft units 4 to rotate about their respective first axes L1. Each crankshaft unit 4 rotates about its corresponding first axis L1, bringing about a rotary motion of the cam 43 about the first axis L1. The rotation of the cam 43 pushes the contact surface Q on the gain bridge 31 of the brake unit 3 by its outer contour, producing a rectilinear movement in the first direction X. For the two brake units 3, the two brake units 3 are driven to move closer to each other, so that the two friction plates 32 can clamp the brake disc 20 to exert a braking effect. During braking, the second elastic restoring member 62 connected between the two braking units 3 is compressed to generate elastic potential energy. When the motor 21 is stopped, the driving force is lost, the balance bar 54 is reset by the driving of the first elastic reset member 61, and the two crank units 4 are reset accordingly. The second elastic restoring member 62 releases elastic potential energy to drive the two braking units 3 away from each other in the first direction X, and finally restores to ensure the braking gap W between the two braking units 3.

Referring to the left side view of the brake mechanism 10 shown in fig. 12, it can be seen that the motor 21, the reducer 22, and the transmission gear 511 are sequentially connected in a transmission manner along the second direction Y. The transmission gear 511 is engaged with the transmission rack 512, and can convert the rotational motion output from the motor 21 into the linear motion of the link 52.

Referring to fig. 13, referring to fig. 12, a schematic cross-sectional structure of the brake mechanism 10 is shown, wherein the cross-section is parallel to a plane formed by the first direction X and the second direction Y. Rolling elements 8 are arranged between the fixed caliper 1 and the gain bridge 31. In the present application, two brake units 3 are provided, and two rolling bodies 8 are respectively provided between the gain bridge 31 and the fixed caliper 1 of each brake unit 3, the two rolling bodies 8 being arranged in the second direction Y.

As shown in fig. 14, which is an enlarged view of the portion B in fig. 13, for any one of the rolling elements 8, a first gain block 311 is provided on the side of the gain bridge 32 facing the fixed caliper 1, and a second gain block 14 is provided on the side of the fixed caliper 1 facing the gain bridge 31. The first gain block 311 forms a first V-groove T1 on the side facing the fixed caliper 1 and the second gain block 14 forms a second V-groove T2 on the side facing the gain bridge 31. The angle of the first V-shaped groove T1 is the same as that of the second V-shaped groove T2, the first V-shaped groove T1 and the second V-shaped groove T2 are matched to form a groove body for accommodating the rolling bodies 8, and the rolling bodies 8 are positioned in the groove body and respectively abutted against the surfaces of the first V-shaped groove T1 and the second V-shaped groove T2. In the unbraked state, the rolling elements 8 are positioned at the lowest positions of the first V-groove T1 and the second V-groove T2. When the driving unit 2 drives the two braking units 3 to move toward each other (i.e., the two braking units 3 are close to each other) through the connecting rod assembly 5 and the crank unit 4, the friction plate 32 presses the brake disc 20 having a rotational movement or a rotational tendency. Friction is generated between the brake disc 20 and the friction plates 32, which friction drives the friction plates 32 with a tendency to rotate circumferentially. The friction plate 32 drives the rolling bodies 8 to roll along the second direction Y through the first gain blocks 311, and the rolling bodies 8 move towards the position with smaller space between the first V-shaped grooves T1 and the second V-shaped grooves T2. Due to the stable structure of the fixed caliper 1, the rolling bodies 8 will act against the gain bridge 31, so that the gain bridge 31 further applies force to the friction plate 32, the friction plate 32 generates a larger clamping force on the brake disc 20, and the friction force between the friction plate 32 and the brake disc 20 is larger. The fixed caliper 1 is fixed and the first gain block 13 is fixed to the fixed caliper 1. In the unbraked state, the brake units 3 are also fixed relative to the fixed caliper 1, the distance between the two brake units 3 being fixed. That is, in the unbraked state, the structure of the entire brake mechanism 10 is relatively stable, and such a stable structure can improve the reliability of the entire structure. When the vehicle body vibrates, the brake unit 3 cannot be pushed to the brake disc 20 to generate dragging moment, and zero dragging is facilitated.

Here, the first V-groove T1, the second V-groove T2 and the rolling element 8 may be regarded as a set of gain components, and the set of gain components may form a common brake with the brake mechanism driven by the motor 21 to brake the brake disc 20, so as to reduce the power requirement and the current requirement of the motor 21, thereby reducing the power, the size, the volume, the weight and the cost of the whole power system. The gain ratio of the gain element is μ×tan γ/(tan γ - μ). Where μ is the coefficient of friction of the friction plate 32 and γ is the angle of the first V-groove T1 and the second V-groove T2. It can be seen that the gain provided by the gain element in the embodiment of the present application is a linear gain, and the gain ratio is a constant under the conditions of determining the material specification of the friction plate 32 and determining the angle of the V-groove. The structure can meet the complex braking regulation and auxiliary functions of an anti-lock braking system (antilock brake system, ABS), an automobile electronic stability control system (electronic stability controller, ESC) and the like.

In summary, the braking mechanism 10 provided by the embodiment of the application has a more stable and reliable structure, and zero drag can be realized during braking. The whole brake power transmission chain structure is also relatively simple, and the power can be equally distributed to the two brake units 3, preventing the brake disc 20 from wearing out and the fixed caliper 1 from fatigue damage. The braking mechanism 10 adopts a purely mechanical mode for braking, and can still realize the braking effect when the system is in electrical failure.

Based on the above-described mechanical brake, the embodiment of the present application also provides an electromechanical brake system, which may be shown with reference to fig. 15, including the brake pedal 200, the electronic brake mechanism 400, the switching mechanism 300, and the above-described mechanical brake 100. Electronic brake mechanism 400 may include a controller 401, an electronic signal sensor 402, and a feedback mechanism 403. Switching mechanism 300 has a first state in which switching mechanism 300 is in a first state when electric brake mechanism 400 is operating normally, and a second state in which switching mechanism 300 is in a second state when electric brake mechanism 400 is not operating normally. The feedback mechanism 403 may be in driving connection with the brake pedal 200 when the switching mechanism 300 is in the first state, and the feedback mechanism 403 may generate a braking-like force when the brake pedal 200 is stepped on by the driver, so as to improve the experience and realism of the driver. Specifically, when the switching mechanism 300 is in the first state, the electronic signal sensor 402 may receive a braking signal of the brake pedal 200 and may transmit the braking signal to the controller 401, so that the controller 401 may control the brake 100 to brake according to the braking signal. When the switching mechanism 300 is in the second state, the brake pedal 200 may brake the brake 100 through the transmission system. Wherein, when switching mechanism 300 is in the first state, electric brake mechanism 400 works normally; when switching mechanism 300 is in the second state, electric brake mechanism 400 is not operating properly. It can be seen that when electric brake mechanism 400 is not operating properly, mechanical brake 100 can brake the service to ensure the safety of the service. In addition, when the electromechanical braking system is used for braking, the structure is more reliable and stable, and zero drag can be realized.

As shown in fig. 16, based on the above-described electro-mechanical brake system, the embodiment of the present application may further provide a vehicle, in which the vehicle body 500 is loaded with the above-described electro-mechanical brake system, which may be mounted on the wheel hub 501 of the vehicle, specifically, in which the brake disc 20 of the mechanical brake 100 is connected with the wheel hub 401, and the fixed caliper 1 of the brake mechanism 10 is fixed to the vehicle body 500. When the electromechanical brake system is in a braking state, the brake mechanism 10 acts to clamp the brake disc 20 by the two brake units 3, and the brake disc 20 can be braked by the brake hub 501 to achieve the purpose of braking and parking. The operation principle and process of the mechanical brake 100 are described in detail in the above documents, and will not be repeated here, it should be understood that the vehicle can obtain all the advantages of the mechanical brake system when braking.

The foregoing is merely illustrative embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily think about variations or substitutions within the technical scope of the present application, and the application should be covered. Therefore, the protection scope of the application is subject to the protection scope of the claims.

Claims

1. A brake mechanism for braking a brake disc of a mechanical brake; characterized by comprising the following steps:

fixing calipers;

Two braking units, wherein the two braking units are arranged along a first direction, and a braking gap for the part of the braking disc to extend in is formed between the two braking units; each of the brake units is movably mounted to the fixed caliper in the first direction; the first direction is parallel to the axial line direction of the brake disc;

Each group of the braking units and the crankshaft units are corresponding to each other, each crankshaft unit comprises a transmission arm, a rotating shaft and a cam, the rotating shaft is rotatably arranged on the fixed caliper around a first axis, the cam is coaxially fixed on the rotating shaft and rotates around the first axis along with the rotating shaft, and the first axis is perpendicular to the first direction;

The connecting rod assembly comprises a transmission pair, a connecting rod, an angle rod and a balance rod which are sequentially connected in a transmission way; the balance bar is rotatably mounted on the fixed caliper along a second axis and can move along a second direction, the second axis is parallel to the first axis, and the second direction is perpendicular to the first direction; the balance rod comprises two connecting arms which are symmetrical about the center of the second axis, and each connecting arm is hinged with one transmission arm; the distance between the hinge point of each connecting arm and the corresponding driving arm and the first axis is equal;

The driving unit is fixed on the fixed calipers, and is in transmission connection with the transmission pair to drive the two rotating shafts to rotate through the connecting rod assembly, so that the two braking units are driven to be close to each other along the first direction when the two cams rotate.

2. The brake mechanism of claim 1, wherein between the interconnecting link arm and the drive arm, the link arm has an articulating half-ring and the drive arm has an articulating flange that is in rotational engagement with an inner surface of the articulating half-ring.

3. The brake mechanism of claim 1, wherein both ends of the connecting rod are hinged to the transmission pair and one end of the angle rod, respectively; the other end of the angle rod is hinged with the balance rod, and the hinge point of the balance rod and the angle rod coincides with the second axis;

the angle lever is rotatably mounted to the fixed caliper about a third axis that is parallel to the first axis.

4. The brake mechanism of claim 1, wherein a first resilient return member is connected between the balance bar and the fixed caliper.

5. The brake mechanism of claim 1, wherein the drive unit comprises a motor and a decelerator;

the motor is fixed on the fixed caliper; the speed reducer is coaxially connected to the power output shaft of the motor, and the speed reducer is in transmission connection with the transmission pair.

6. The brake mechanism of claim 5, wherein an angle between a rotation center of a power output shaft of the motor and the first direction is 70 ° or more.

7. The brake mechanism of claim 1, wherein the drive pair is a rack and pinion assembly or a worm and gear assembly.

8. The brake mechanism of claim 1, wherein a geometric center of the cam is a predetermined distance from the first axis; the peripheral surface of the cam abuts against the brake unit.

9. A brake mechanism according to claim 1, wherein a second resilient return member is connected between two of said brake units.

10. The brake mechanism of claim 1, wherein a gain assembly is disposed between each of the brake units and the fixed caliper; the gain component comprises a first V-shaped groove, a second V-shaped groove and rolling bodies;

the first V-shaped groove is formed in one side, facing the fixed caliper, of the brake unit, the second V-shaped groove is formed in one side, facing the brake unit, of the fixed caliper, and the rolling bodies are arranged between the first V-shaped groove and the second V-shaped groove.

11. The brake mechanism of any one of claims 1-10, wherein each of the brake units includes a gain bridge and a friction plate;

The gain bridge is movably arranged on the fixed caliper along the first direction, and the friction plate is fixed on one side of the gain bridge facing the brake clearance; the cam is abutted with one side of the gain bridge, which is away from the friction plate.

12. A mechanical brake comprising a brake disc and a braking mechanism according to any one of claims 1 to 11;

A portion of the brake disc extends into the fixed caliper and is positioned in a brake gap between two of the brake units.

13. An electro-mechanical brake system comprising a brake pedal, an electro-braking mechanism, a switching mechanism, and the mechanical brake of claim 12;

The electronic braking mechanism is respectively connected with the brake pedal, the mechanical brake and the switching mechanism in a signal mode so as to control the mechanical brake to brake according to signals of the brake pedal and the switching mechanism.

14. A vehicle comprising a body, a hub, and the electromechanical brake system of claim 13;

the fixed calipers are fixed on the vehicle body, and the brake disc is fixed on the hub.